Ration



0. P. BROCKWAY.

ROTARY GAS ENGINE.

APPLICATION FILED APR. 8. 1919.

1,370,946, Patented Mar. 8, 1921.

3 SHEETS-SHEET I.

o 2 Carl R Brae/( 14 ATTORNEY Patented Mar. 8, 1921.

3 SHEETSSHEET 2.

T. w w mr B R l r a o 4 C v 7- 33 Mama 4 a 3 m 6 z u v y) 2 J 4 A m w ww a A TTORNEY C. P. BROCKWAY.

ROTARY GAS ENGINE.

APPLICATION FILED APR.B 1919.

1,370,946 Patented Mar. 8, 1921.

3 8HEETSSHEET 3.

INVENTOR. ('ar'l PBroc/rwa f. r. 1"

ATTORNEY ievaeae.

UNITE sr'rs sent Fries.

'OARL P. BROGKWAY, OF TOLEDO, OHIQ, ASSIGNOR T INDUSTRIAL RESEARCHCORPO- RATION, 0F TOLEDO, OHIO, A. GQRIEORATIDN OF OHIO.

v clear, and exact description.

This invention relates to improvements in rotar'ygas engines, andparticularly in those of the two cycle type. It embodies certainimprovements over my co-pending application, Serial Number 288,574 filedsimultaneously herewith.

The principal object of the invention is the provisionof means wherebythe exhaust portmay be located at the outer end of the combustionchamber, in order that I may take advantage of centrifugal force for eX-pelling the spent gases.

Another objectof the invention is the provision of means enabling theintake port to be similarly located in order that the incom ng gases maybe carried for a comparatively long distance through the wall of the hotcylinder, thus increasing the degree of vaporization of the fuel.

Another highly important object is the provision of means whereby thepacking rings may be carried in the cylinder or cylinder head ratherthan in the piston, thus permitting the use of comparativelysoft, 11 htmetals such as aluminum and alum1- num' alloys, for the cylinder andcylinder head, since neither of these parts will then be-subjected toa'great amount of wear.

A further object is'the provision of a defleeting fin across the end ofthe cup-shaped "cylinder head, in order to direct cooling air into thehead.

'Still another object is the provision of a readily movable mounting forsaid fin in order to provide easy access to the spark plug,

" should the latter be mounted in the cylinder head. i

Other ob ects, and ob ects relatlng to details of construction andeconomies of manu- 1 facture, will appear as'I proceed with the 7description of that embodiment of the invention which, for the purposesof the pres ent application, I have illustrated in the accompanyingdrawings, in which:

Figure I is a side elevational view of an engine embodying my invention,the engine Specification of Letters Patent.

ROTARY GAS-ENGINE being shown direct connected with a dynamo-electricmachine to constitute an electric generating unit.

Fig. II is a central transverse cross section taken substantially on theline IIII, Fig. I.

Fig. III is a longitudinal sectional view taken substantially on theline III-III, Fig. II.

Fig. IV is a fragmental view, partly in cross section on the line IVIV,Fig. III, showing the intake valve controlling the admission of fuel tothe crank case of the engme.

Fig. V is a cross section on the line V --V, Fig. III.

Fig. VI is a cross section on the line VI-VI, Fig. III.

Similar reference characters refer to like parts throughout the views.

In Fig. I, I have shown an engine embodying my invention directconnected to a dynamo-electric machine 10. Although the engine is ofgeneral utility, I have found that it is particularly suited for use inportable electric generating plants because ofthe large amount of powerdeveloped per unit of weight. In this figure the engine bearings aremounted in a support 11, one side of which is secured by suitablefastenings to the casing of the electric machine 10. Obviously it couldbe designed for attachment to substantially any machine upon which itmight be desirable .to use the engine. The engine in the drawing has buttwo cylinders, but my invention is equally applicable to engines having'a greater number of cylinders, and consequently I do not wish to beunderstood as limiting myself in this respect.

The support 11 carries at the left end, (Figs. I and III), a rotatingshaft 12, while at the right it is clamped to a stationary shaft 13. Asshown in the drawings, each cylinder 14 is built integral with half thecrank case 15. Before. the two halves are bolted together a bearingsleeve 16 is inserted between them on the right side, (Fig. III), and acollar, or bearing ring 17, is mounted in a recess in the inner leftside of the casing. Within the ring 17 is rotatably mounted one end ofthe crank shaft. the other end being integralwith the shaft 13. In theoperation of the engine the sleeve 16, ring 17 and shaft 12 rotate withthe cylin- Patented Mar. 8, 192i.

Application filed April 8, 1919. Serial No. 288,575.

ders while the crank shaft, including the straight portion 13, remainsstationary. Shaft l3 is bored out centrally at 18 to form a path for thefuel gas as it enters the engine from any desired source, such as the,carbureter 19 shown in Fig. I. The bore 18 does not s end through theinner end of the shaft 18, but is in communication with a radial port 20which registers once during -ach revolution with a port 21 in the sleeve16, the latter port being constantly in communication with an annularpassage 22 in the bearing boss 23 of the crank case. Ports 24 connectthe annular passage with the interior of the crank case.

The crank shaft includes two crank pins 25, upon which are mountedro'tatably the bearings 26 of connecting rods 27. The outer ends of therods have comparatively long bearings 28, so as to extend past thecenter line of the piston pins 29, thereby reducing, if not eliminating,uneven wea between the pins 29 and the bearings 28. The cylinders A areproportionately longer than in the usual practice. The cylinder heads 30are cup-shaped and extend down into the cylinders for a considerabledistance. As shown in the drawings they are demountable, being providedwith annular flanges 31 through which pass lag screws 32 for securingthe heads to the cylinder walls. As will be observed by reference toFigs. II and III, the external diameter of the cyl ider head is lessthan the internal diameter of the cylinder, leaving an annular space inwhich slides a sleeve carried by the piston 35 above, or on the outsideor", the piston head 36. This sleeve, although in reality a part of thepiston. accomplishes the functions of a valve sleeve, and will be sotermed hereinafter. Near its outer end it is provided with diametricalopposed inlet ports 37, and at ninety degrees therefrom withdiametrically opposed e. haust ports The exhaust ports 38 are adapted toregister with exhaust ports 39 in the engine cylinder, as shown in Fig.III, while the inlet ports 37 are adapted to registcr sinmltaneouslywith the upper ends of by-passes -10 extending lo 'udinally through thecylinder walls, as shown in Fig. II. it the same time, the lower ends ofthe by-passes register with ports 41 in the side wa ls of the pistonjust below the pis ton head. Deflecting walls 4-2 extend down- .vardlyor inwardly from the lower or inner surface of the cylinder head andserve to direct the incoming gases inwardly along opposite walls ofsleeve and away from the exhaust openings.

Centrally in each cylinder head I mount a spark plug 43. In order toproperly cool the cylinder head and the spark plug, a deflecting fin 44.is arranged with its lower edge diametrically positioned across the endof the cylinder head. Its outer end is curved lorwa 'dly, that towardthe direction rotation of the engine. Preferably the lin l is formedwith integral extensions, which. are twised into a plane at right anglesto that of the iin eland are provided with. ci-"oratioi'is through whichextend the lag screws 32, by which the cylinder head is secured inplace. If it becomes necessary to remove a spark plug, one of the screws32 is removed and the opposite one loosened, after which the fin A maybe mg to one side on the latter screw as a he operation of my inventionwill be obvious from the foregoing description. While the pistons aremoving upward or outward, the intake passage through the shait 13 to thecrank case is opened and fuel is drawn into the crank case. As thepistons begin to descend or move inward this passage is closed, and thegas in the crank case is compressed by the further inward movement ofthe pistons. WVhen a piston has reached the position shown in Figs. IIand III of the drawings, the by-passes 420 are uncovered by the pistonports 41 and the sleeve ports 37, whereupon the compressed gas rushesinto the combustion chamber and is deflected downwardly or inwarliy bythe deflecting walls 42, which causal it to move along opposite sides ofthe sleeve 3%: until the piston head 36 is reached, and then upwardly oroutwardly in the mir l c, thereby assisting centrifugal force in drivingthe spent gases out through the .xhaust ports 88 and 39. The up or outstroke of the piston, after closing the inlet and exhaust ports,compresses the gas in the combustion chamber, and at the properpredetermined time, the charge is fired by a spark across the terminalsof the spark plug 413.

It should be noted that in my construction neither the piston nor thesleeve valve 34- carries any packing rings. The latter e mounted in somepart of the cylinder un t, preferably in the cylinder head as illusritcd. Consequently. the wear from gas comes upon the valve sleeve andnot upon the cylinder or cylinder head. Hence, it is possible toconstruct the cylinde and cylinder head of aluminum or alur m. alloy,thereby greatly reducing the weight of the engine. I

It should be further noted that by the use of a valve sleeve upon theend of the piston I am enabled to control the intake and ex haustpassages by movement of the piston, and at the-same time to locate theexhaust port at the outer end of the combustion llO confined to thespecific type of sleeve valve herein disclosed, as it is perfectlyobvious that other well known types may be substituted, andjindeed it isnot essential that a sleeve valve of any type be employed as other kindsof valves driven by the crank shaft would accomplish the desired result.Accordingly, the invention should be understood as limited in thisrespect only by the terms of the appended claims.

I am aware that the particular embodi- Inent-of my invention abovedescribed, and illustrated in the accompanyin drawings, is susceptibleof considerable variation without departing from the spirit thereof, and

therefore I desire to claim my invention broadly as well asspecifically, as indicated by the appended claims.

I claim as my invention:

1. In a gas engine, a revolving cylinder, a cup-shaped cylinder head setinto the end of said cylinder, and an air deflecting fin mounted acrosssaid cylinder head and protruding outwardly therefrom, said fin beingarranged transverse to the direction of rotation, whereby cooling airwill be guided into said cylinder head.

2. In a gas engine, a revolving cylinder, a cup-shaped cylinder head setinto the end of said cylinder, and an air deflecting fin mounteddiametrically across said cylinder head and protruding outwardlytherefrom, said fin being arranged transversely to the direction ofrotation, whereby cooling air will be guided into said cylinder head.

3. In a gas'engine, a revolving cylinder, a cup-shaped cylinder head setinto the end of said cylinder, and an air deflecting fin mounteddiametrically across said cylinder head and having a protruding outerportion curved forwardly in the direction of rotation, said fin beingarranged transversely to the direction of rotation, whereby cooling airwill be guided into said cylinder head.

4. In a gas engine, a revolving cylinder, a cup-shaped cylinder head setinto the end of said cylinder, a spark plug mounted in said cylinderhead within the cup-shaped portion, and an air deflecting fin mount-edacross said cylinder head and protruding outwardly therefrom to directcooling air into said cylinder head, said fin being readily removable inorder to give access to the spark plug.

ing wall extending inwardly from said cylinder head for directing theincoming gases along the walls of the sleeve toward the piston.

6. In a gas engine, a cylinder, a cylinder head set into the end of saidcylinder and separated therefrom by an annular space, a piston slidablein said cylinder, said piston having integral therewith outside thepiston head a valve sleeve adapted to slide in said annular space, acrank case having a fuel admission valve, said cylinder having in itswall a pair of diametrically opposed longitudinally arranged fuelby-passes, the outer ends of which enter the cylinder just below saidcylinder head, said piston and sleeve on opposite sides of the pistonhead having two pairs of ports adapted to register with the ends of saidby-passes, and two deflecting walls projecting inwardly from saidcylinder head for directing the incoming gases along opposite walls ofthe sleeve toward the piston head.

7. In a gas engine, a cylinder, a cylinder head set into the end of saidcylinder and separated therefrom by an annular space, a piston slidablein said cylinder, said piston having integral therewith outside thepiston head a valve sleeve adapted to slide in said annular space, acrank case having a fuel admission valve, said cylinder having in itswall a longitudinally arranged fuel bypass, said piston having a pair ofports, one directly under the piston head and the other near the outerend of the sleeve, said ports being adapted to register with the ends ofsaid by-pass, whereby in one position of the piston, fuel passes fromthe crank case through said by-pass into the space within the valvesleeve above the piston head.

8. In a gas engine, a cylinder, a cylinder head set intothe end of saidcylinder and separated therefrom by an annular space, a piston slidablein said cylinder, said piston having integral therewith outside thepiston head a valve sleeve adapted to slide in said annular space, acrank case having a fuel admission valve, said cylinder having in itswall a pair of diametrically opposed, longitudinally arranged fuelbypasses, the upper ends of which enter the cylinder just below saidcylinder head, said piston and sleeve on opposite sides of the pistonhead having two pairs of ports adapted to register with the ends of saidbypasses, two deflecting Walls projecting inwardly from said cylinderhead, said cylinder and sleeve having diametrically opposed exhaustpassages set at right angles to said fuel by-passes and arranged toregister just below said cylinder head when said fuel by-passes are inregister with said fuel ports, whereby fuel enters the space within saidsleeve and is directed by said deflecting walls downwardly along thesides of the sleeve.

9. In a two cycle gas engine, a cylinder having a fuel by-pass in itswall, a piston having integral therewith outside the piston head a valvesleeve, said piston and sleeve having openings adapted to uncover theends of said by-pass when the piston is at the bottom of its stroke,whereby a passage of considerable length through the cylinder wall isprovided for the incoming gases.

10. In a two-cycle engine, a cylinder and a cylinder head, said cylinderhaving a pair of diametrically opposed exhaust ports therethroughdirectly below said head, and a pair of diametrically opposed intakeports therethrough directly below said head, the center lines of theintake and exhaust ports being perpendicular to each other, anddefleeting walls depending from said head in front of said intake portsto direct the incoming gases downwardly along the walls of saidcylinder.

In testimony whereof, I affix my signature.

CARL P. BROCKVVAY.

